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CAPTAIN 

DAVID WILKESON. 

THE 

Pioneer Steamboats 

By WILLIAM HODGE 




P froim: the I 

BUFFALO HISTORICAL SOCIET^ . 



m^- 




Class. 
Book. 






PAPERS 



CONCERNING 



EARLY NAVIGATION 



GREAT LAKES. 



I. Recollections of Capt. David Wilkeson. 

II. The Pioneer Lake Erie Steamboats, Walk- 
tn-the-water and Superior. 



BY WILLIAM HODGE. 



BUFFALO: 

Printing House of Bigelow Brothers, 

Pearl and Seneca Sts. 

1883. 



3 <o 2 7 

*03 



H 



INTRODUCTION 



At the desire of the venerable writer of the following remin- 
iscences, I have undertaken to superintend their publication. 
In the main, the order and form of the memoranda here col- 
lected, are preserved, as in the author's manuscript. They are 
not presented as a product of literary art, nor are they given 
forth as deserving to be ranked with ''works" of biography 
and history. They furnish merely a simple and unpretending 
contribution of material for these. 

And it may be that what they afford by way of knowledge 
concerning the specific subjects treated, — the navigatpr and 
the steamboats, — does not constitute all their value. Much, 
making them more widely useful is, probably, to be found in 
the glimpses they give us of the days gone by; the forming 
times of that great commercial highway, in the midst of which 
Buffalo, as a chief depot of transfer, has so long stood 
preeminent. 

These memorial jottings should, therefore, be read remem- 
bering that things in themselves trivial, taken alone, may, if 
viewed in their relations, and considered not in a critical but 
in a meditative and receptive manner, become interesting and 
instructive. A. B. 



RECOLLECTIONS OF 

CAPTAIN DAVID WILKESON 



The greater part of what I have here written concerning 
Captain David Wilkeson, the subject of this paper, is from my 
own personal knowledge, and was, in fact, committed to paper 
many years before the Captain's death. To prepare the way 
for these ''Recollections," I give here, first, a brief statement 
of the leading facts of his life, to be followed by the more par- 
ticular relation of incidents which I intend to present. 

He was born in the year 1800, but of the place of his birth 
I am not informed. Nor do I know anything concerning his 
childhood. But in 1815 he was a "hand" on board the 
schooner Black Snake, of about twenty-five tons burthen, 
under Captain James Wilkeson, an uncle. In 18 17, when only 
seventeen years of age, he was promoted to the command of 
the Black Snake. The next year, 1818, he became captain of 
the schooner Pilot, making trips between Maumee river and 
Buffalo, From this time he was in command of various sailing 
vessels (among them the Eagle of ninety tons burthen, which 
will be often mentioned in these "Recollections"), until 1835. 
Meanwhile, he had (soon, indeed, after the war of 1812-15) 
made Perrysburg, Ohio, his home, and he maintained his resi- 
dence there during the remainder of his life. 

In 1835, he took command of the steamboat Commodore 
Perry, of which he was captain and part owner for ten years. 



6 RECOLLECTIONS OF 

He then became commander of the steamboat Superior, which 
position he held till 1852, when he retired at fifty-two years of 
age from sailor-life. From that time till his death, twenty-one 
years later, September 8th, 1873, his life was spent in culti- 
vating his farm, and in the care of the light-house in Maumee 
Bay, near Manhattan, Ohio. 

My acquaintance with Captain David Wilkeson dates from 
about the close of the war of 181 2-15, when as a very young 
man, he used to come to my father's tavern, and my grand- 
father's house near by, in Buffalo. From that time until he 
finally gave up sailing in 1852, and remained ashore at his 
home in Perrysburg, Ohio, he was a constant visitor at our 
house, seldom failing to come out to see us when he made our 
port. 

I also at times took various trips with him, both on his sail 
and steam vessels, and consequently knew him well. 

Captain Wilkeson was a practical sailor. In his time he was 
not excelled by any one on our lakes. He was energetic and 
persevering, and rarely failed to accomplish whatever he un- 
dertook in his line of business. Brought up in the hard school 
of poverty, and compelled at an early age to depend upon 
himself for advancement in life, and for his very livelihood, in 
fact, he was equal to the necessities of his condition and 
became a man noted in his chosen profession throughout the 
lakes. 

He was self-reliant but not to obstinacy, venturesome but 
not to foolhardiness; possessing in fact all the qualities which 
together make up the true sailor and man. 

As master of a vessel his invariable rule was to discharge 
his freight as soon as possible after his arrival in port, ship his 
return load at once, and be ready to start with the first fair 
wind. In the summer time he would get out into the lake as 
best he could, beat his way up in the day time, and at night 
hug the American or south shore, to catch the land breeze. 
He told me that by this method of being ready he made full 



CAPT. DAVID WILKESON. 7 

trips when in command of the Eagle, a vessel of ninety tons 
(one of a hundred tons being at that time considered a good- 
sized craft), while other vessels would be lying in the harbor. 

He also told me that he had run with his vessel three times 
the length of Lake Erie in eight days, carrying a full load each 
way; and this when all loading and unloading was done entirely 
by hand. 

Late in the month of November, 1833, westerly winds had 
prevailed at this end of the lake for about a week. Buffalo 
Creek had become quite filled with sail vessels, — so much so, 
in fact, that there was but a narrow passage-way left, only 
wide enough to allow one vessel to pass up and down the 
channel. Captain Wilkeson's schooner, the Eagle, was one of 
the thirty or more thus in waiting. The docks along the creek 
at this time were not very extensive, — nearly or quite all lying 
below the foot of Main street. One night there came a heavy 
fall of snow, fully a foot in depth, and during the latter part 
of that night the wind veered around to the east. I was to take 
passage on the Eagle for Perrysburg, and early that morning 
Captain Wilkeson kindly sent a sailor out to my father's house 
(about three miles), to notify me that the vessel was ready to 
start, and was only waiting for me. I immediately rode down 
to the dock in a sleigh and went aboard. The Eagle was then 
quickly gotten undter way. Most of the vessels that had been 
in the harbor were already off in the lake, and some were out 
of sight. We were soon beyond the pier (the original one, — 
our outer pier had not yet been built). When fairly in the 
lake, with all sails set, for the wind was favorable though light. 
Captain Wilkeson directed the men to try the pumps, and to 
his great surprise found water in the hold. He therefore con- 
cluded to lay his course for Dunkirk, and kept the pumps 
going. He soon found that the vessel took in water when on 
one tack, but not when on the other. He then ordered the 
mate, Frank Bushaw, to lower the small boat and examine the 
vessel's sides. While he was doing so, I leaned over the port 



8 RECOLLECTIONS OF 

railing, and discovered a hole near the water's edge which had 
evidently been made by the fluke of an anchor while we were 
in the jam of vessels in the harbor. The Captain then gave 
orders to " about ship" and return, — it taking some time to 
reach the Buffalo dock. A carpenter was sent for, who repaired 
the broken plank. We then again set forth and once more 
were in the lake. It was now two o'clock in the afternoon, 
and most of the vessels were out of sight. Night set in, the 
light breeze continuing all night and the next day, and until 
almost one o'clock the following morning, when it shifted to 
the west, and blew a gale. The mate who had charge of the 
deck called to the Captain who was below, and wanted to know 
what he should do, as he could make no headway. The Cap- 
tain turned out in a moment, and stopping half way up the com- 
panion-way, asked what was the vessel's position. Being told 
about how far we were above Cleveland, he then asked, " Can 
you make the lee of the islands by laying your course across the 
lake?" The mate replied, "I dont know." The Captain told 
him to "try it." He did so; and in the morning, just at day- 
light, we got under the lee of Cunningham's Island, now called 
Kelley's Island. I had been lying still in my berth, wide 
awake, all this time, as the vessel had tossed very much; but 
about daylight beginning to feel sea-sick, I concluded to go 
on deck and take the air. I did so, but the effort was too 
much, I was compelled to go to the rail. I hung on with both 
hands, and after a few heaves and surges, both the vessel and 
myself felt easier, as we soon got into still water. 

We continued our course without stopping, until we arrived 
at Swan Creek, now Toledo. After discharging part of our 
cargo at the warehouse there, we sailed up the Maumee river 
to Perrysburg. 

In consequence of this terrible gale, the Eagle, though the 
last of all that fleet of vessels to leave port, and notwithstanding 
the delay on account of the leak, was the first to reach her 
intended destination, while many of those vessels were driven 



CAPT. DAVID IV ILK E SON. 9 

on shore, — the Guerriere, which was also owned by Captain 
Wilkeson, being of this number; and several were totally 
wrecked. 

Before canals and railroads came into general use, Perrys- 
burg was expected to become the great business and shipping 
point at the head of Lake Erie. The place which was then 
known as Toledo was so marshy, and consequently so un- 
healthy, that people could not stay there and live. Swan Creek, 
a little above, was but little better. Port Lawrence, Vistula and 
Manhattan were hardly known then but in name, all lying below 
Swan Creek. Perrysburg and Maumee (nearly opposite) were 
ten miles up the Maumee river at the head of ship navigation, 
and therefore were thought to have great advantages not pos- 
sessed by any of those places lower down. At this time com- 
merce on our lakes was flourishing. The sail vessels, as a 
general rule, carried the furs, grain and produce from the west, 
and received a fair compensation, while the steamboats carried 
the passengers. Captain Wilkeson having settled in Perrys- 
burg, took a deep interest in the prosperity of the place, and 
of its inhabitants. He was notably most generous and kind 
towards the poor families that settled in the town. He gen- 
erally refused to dispose of his spare produce (for he did some 
farming,) to those who would pay him cash, but reserved it for 
the poor, trusting them until they were able to pay. He was 
truly the poor man's friend. He was ever ready to help the 
industrious and those who were trying to help themselves, and 
thus he contributed to the welfare and thrift of Perrysburg 
and vicinity by causing the settlement there of many industri- 
ous families. 

Captain Wilkeson was always well liked by those who served 
under him. It is true that in the discharge of his duty he 
compelled and exacted implicit and prompt obedience to his 
commands; and, if everything was not done in exact accord- 
ance with his orders, did not hesitate to pour out upon the 
head of the offender the vials of his wrath in terms more em- 



TO RECOLLECTIONS OF 

phatic than elegant. Still, he was always willing to help those 
in his employ in their troubles, and endeared himself to them 
by his many and constant acts of kindness. 

During our first cholera season, in 1832, when this dread 
disease raged through our country, following the water courses, 
Captain Wilkeson was taken with a severe attack of it upon 
one of his down trips with the Eagle. His mate, Frank 
Bushaw, who looked upon his commander as of " the salt of 
the earth," was ordered to take the vessel into the nearest port 
to get medical assistance, which order he obeyed with the 
greatest possible speed. After procuring a physician for the 
Captain, yet even then believing he would surely die, he him- 
self went ashore, and in his intense grief, sought, not spiritu^/ 
but spiritu^z/i- assistance, to drown his sorrows, and got as 
drunk as a lord in the endeavor. This was a singular way of 
showing his love and respect for the Captain, but it was, per- 
haps, the most expressive way of which he was capable. 

The deck load of sail vessels in the summer season, many 
years ago, consisted mostly of white oak staves and heading 
for flour barrels. The term commonly used to designate this 
kind of freight was "Ohio fur." On one of my passages with 
Captain Wilkeson, the deck being covered with this "fur," he 
told me that he did not like to see this material going away 
from the Maumee Valley in this shape. I asked in what shape 
he would choose to have it go. He quickly replied, " Make 
the barrels and send them filled with flour, — that is the way 
this deck load should be sent. We should try to encourage 
our own people, and encourage others to come among us and 
help to develope the resources of the Maumee Valley." That 
was his theme in conversation and what he was always trying 
to do. And he knew that encouraging those on shore would 
also help those who were doing business upon the water. 

Before steamboats ran up the Maumee river, two of my sis- 
ters came down one summer from Perrysburg with the Captain, 
aboard the Eagle, spending much of the time on deck chatting 



CAPT. DAVID WILKESON. II 

with him; he at the helm, they surrounded with the usual deck 
load of "fur." The Captain was good company. He was in 
the habit of procuring and reading the usual popular literature 
of his times. Cooper's novels he was familiar with, and on 
this trip would relate some of the exploits of Leatherstocking 
with his rifle, and many other incidents concerning the 
characters so well portrayed by the novelist. Such a com- 
mander as this made the trip upon his vessel a pleasant instead 
of a tedious journey. 

Captain Wilkeson's vessel crews consisted usually of men 
residing at Perrysburg or vicinity, or of those he was acquainted 
with in other places; but sometimes he was obliged to fill the 
number required by engaging strangers who made application 
to him. On one of his trips with the Eagle he had with him a 
man of this latter class. Soon after his arrival in Buffalo he 
missed from a canvas bag which contained some sixty or 
eighty dollars in silver, twenty-five or thirty dollars. Suspicion 
pointed at once to this new hand, as he had the fullest confi- 
dence in the honesty of all the rest of the crew. The Captain 
took him aside and told him that there was some money missing 
from his bag of silver, and charged him with having taken it. 
He told him that there was no use of his denying the charge, 
and that he had better "own up" at once, for he knew there 
was no one of the rest of the crew that would do such a thing. 
The fellow being confronted so frankly and squarely, owned 
that he had taken the money. The Captain then asked what 
he had done with it. He said that he had hidden it under the 
dock. The Captain told him to go and get it, which he did at 
once, and passed it over to the owner. The Captain then 
said, " I now give you your choice, to be handed over to the 
authorities here, or take from me a flogging with a ' rope's 
end.' " He chose the latter. He was accordingly kept in dur- 
ance till evening, and when all was quiet around the dock, the 
Captain took him in hand, gave him a powerful flogging, paid 
him his wages and told him to go and be an honest man in future. 



12 RECOLLECTIONS OF 

Captain Wilkeson was fond of practical jokes with his asso- 
ciates. When sailing the Eagle and making her last trip for 
the season before returning home, it was his custom to lay in 
supplies at Buffalo for himself and men for the winter, such as 
clothing, boots and shoes, etc. On one of these occasions he 
and some of his men stepped into a store, and he said to the 
merchant, "There are a half-dozen of us that want to be fitted 
out with boots and shoes." A display of these articles was of 
course soon made. "Well, now," said the Captain, "what will 
you charge a pair; there is one man aboard to come up, beside 
the colored boy Joe, six pairs in all ? " The merchant at once 
named a price which was satisfactory to the Captain, excepting 
that he claimed he ought not to charge more than half price 
for the black boy's pair. So the merchant said he would not 
mind as to that, and agreed to put the boy's boots at half 
price. The articles were selected, for those present, and the 
man and boy aboard were sent for; but when the boy came to 
be fitted, he required a larger boot than any of the crew. 
After this the Captain would joke the merchant about hi? 
sale of a black boy's boots at half price. 

Captain Wilkeson was very fond of instrumental music; and 
in 183 1 or 1832, as we had at my father's a piano (there being 
at that time but one or two others in the town), one of my 
sisters who had taken lessons while away at school used to en- 
tertain him by playing. The piano was a new thing to him, as 
it was to most of the people here at that time. 

The Captain had been a hard worker from his boyhood, 
and had accumulated some property. He had full faith in the 
success of lake navigation, and in the fall of 1832 made ar- 
rangements to build himself a steamboat. Work was com- 
menced on this vessel in December of that year, at Perrys- 
burg, by the late F. N. Jones (the latter part of whose life 
was spent in Buffalo), who superintended the building. He 
was sent for this purpose by his father, who had taken the 
contract for constructing the boat. Some of Captain Wilke- 



CAPT. DAVID WILKESON. 13 

son's neighbors and friends taking stock in the enterprise, the 
steamboat was duly completed, and at the opening of naviga- 
tion in the spring of 1834, commenced sailing. The name 
chosen for this steamer was the Commodore Perry. 

An incident showing well the energetic and efficient char- 
acter of the man may be given in this connection. Not 
knowing but there might be something in the way to endanger 
the boat at the launching, Captain Wilkeson stripped himself 
and went in personally and examined the bottom of the river 
or cove where the launching was to be accomplished. 

Among those who had taken stock in the Commodore Ferry 
was one Joe or Joseph Langford, a colored man who had been 
cook on the Eagle, and afterwards had the same position on 
the Ferry. His wife, a colored woman, was one of the most 
lady-like and stylish women in Perrysburg. During one of the 
steamboat's trips, after nearly all the passengers had eaten their 
dinner and none were left at the table, Langford sat down 
and was eating, when he was interrupted by a passenger who 
chanced to be late for dinner. This person seeing Langford at 
the table, said, *' I am not going to eat with a nigger." Lang- 
ford felt quite indignant at the remark and curtly observed, 
" I should like to know who has a better right to eat his 
dinner aboard that boat than one of the owners." 

In those early days of lake commerce, in the spring, or late 
in the winter, just before the opening of navigation, every one 
seemed busy along the docks in fitting out both steam and sail 
vessels. Sometimes, however, these would be delayed in com- 
mencing their trips until quite late in the season on account 
of the "ice blockade." I presume there are many now living 
who remember the delay caused at Buffalo by the ice, in the 
spring of 1837. All the vessels in the harbor had been for 
several weeks ready to leave, but found it impossible to get 
out. Boats would go out to the line of the ice and make an 
attempt to break through, but their efforts were in vain. They 
would have to work themselves back out of the jam and return 



14 RECOLLECTIONS OF 

to their berths in the harbor. Vessels and steamboats from 
the west would be seen to come down to the edge of the float- 
ing ice, and after reconnoitering would return. In this state 
of affairs, when Captain Wilkeson with his steamboat Commo- 
dore Perry came down, it being his second trip from Perrys- 
burg that spring, he determined not to be balked a second 
time, and resolved to work his way through if possible, even 
though it broke all the buckets on the paddle-wheels, and cut 
through the planking of the boat. To resolve with him was to 
act. He plunged into the ice, and all hands exerted them- 
selves with a will to force the boat through. After many hours 
of hard labor, and a general destruction of the buckets and 
some of the arms of the wheels, the Perry emerged from the 
ice-pack into clear water, and in a crippled state steamed 
slowly up the harbor. 

The docks and vessels were covered with a multitude of 
people, who had been watching with anxiety the daring and 
successful attempt to reach the harbor. As the gallant steamer 
passed grandly on, the shores and crafts of all kinds rang with 
the loud huzzas of the spectators, which continued to greet the 
noble vessel and her plucky commander until she reached 
her dock. 

Captain Wilkeson was the hero of the day. Through the en- 
ergy and confidence he had displayed in this emergency, as in 
others, he had succeeded, by breaking the blockade, in setting 
the many captives free, — for the channel made through the ice 
by the Perry remained open, and within an hour several sail- 
vessels had taken advantage of it, and before the sun went 
down were out beyond the ice. Others continued to follow, 
and there was no further obstruction. The Commodore Perry 
was thus the first boat which came in that spring, arriving the 
1 6th day of May. 

Upon one occasion I was talking with the "Commodore ", 
as he was sometimes called, about his breaking through the 
*' ice blockade," and said to him that the dock men ought to 



CAPT. DAVID WILKESON. 15 

have given him a silver cup or some other token of acknowl- 
edgment for the great service he had rendered them, especially 
as his successful efforts had been attended with considerable 
damage to his boat. He replied that he did not wish anything. 
" But," continued he, ''they did invite me to take a public 
dinner at the Mansion House, but I declined, as I could not 
afford to spend the time." 

This was not, however, his first exploit in opening naviga- 
tion at Buffalo, in order to accomplish his own plans in the 
carrying business. Six years before, when sailing the Eagle, 
he came down with his load of freight and found Buffalo har- 
bor blockaded with ice. No craft had gone out or come in. 
With his usual ready determination, he ran his vessel into 
the floating ice, and after many hours of hard work on the 
part of his faithful crew entered port. Through the opening 
he had made by his hazardous undertaking, others followed, 
and navigation was open for the season. 

Another incident which I have heard related will illustrate 
his spirit as a seaman, viz.: that having been caught in a sud- 
den storm of wind, hail and rain, which threw his vessel on its 
beams' ends, when unable to walk the deck, he crawled upon 
his hands and knees, holding on by whatever he could, the hail 
lacerating his face so that the blood ran down; and by his per- 
severance and management brought his vessel all right again. 

Such stories of those that " go down to the sea in ships and 
do business upon the waters " bring to my mind often the old 
English song I used to hear sung more than sixty years ago: 

"Ye gentlemen of England, who stay at home at ease, 
Ye little know the dangers upon the raging seas. 
When up she mounts aloft, my boys, and down again so low, 
How she reels upon her keel while the stormy winds do blow." 

When the steamboats on our lakes ran in opposition, or 
"every one for itself," the owners would have bands of musicians 
aboard, playing to attract travellers. Some boats would keep 
the band aboard to play while in port, and some to play while 



1 6 RECOLLECTIONS OF 

entering and leaving the harbor. I have heard steamboat 
mates who sailed with Captain Wilkeson say that he fre- 
quently meddled with things and affairs that did not belong to 
him, but which it was the duty of the mate to see to. I know 
well that he always stood at the engine bell-rope to guide the 
course of the boat in entering or going out of port. I also 
noticed that the brass band would sometimes cease playing 
while entering or going out of port. He gave me the reason 
for this, saying that he did not dare trust himself, for fear lest 
in listening to the music his mind might be diverted too much 
from directing the course of the boat. I have no doubt that 
he thought it was necessary, sometimes, to be "boss and all 
hands," to make things go right aboard his boat, and have 
everything done up to time. 

The Captain was prompt in his appointments and engage- 
ments. The Commodore Perry s time for leaving her dock at 
Perrysburg was a standing notice in the papers of the place. 
I asked him if he did not sometimes lose some passengers by 
being a little too exactly on time. He answered me in a slow, 
musing tone, casting his eyes up and scanning the bank and 
roads up and down the river (we were now lying at the dock 
at Perrysburg), saying, "If I see any persons hurrying to get 
aboard, I hold on a'little to give them a chance; but if I see none 
of that class I order the boat to be let loose at the bow so as to 
swing off from the dock." While sailing the Ferry his wife and 
sometimes some of the children would accompany him down 
and spend a few days at my father's house while the boat made 
a trip. The Captain's homestead was half a mile or so above 
the dock, and one time his wife informed him that she would 
accompany him down the next trip. The day came and the 
hour for starting. The time was up; Mrs. W. was seen coming, 
walking quite fast, because she knew his promptness, but was 
still some distance away when she saw the Ferry swing into 
the stream, and she was left. The Captain related this to me 
on his arrival at Buffalo. He seemed to enjoy the transaction 






CAPT. DAVID WILKESON. 17 

and consider it as a joke on his wife, to let her know that she 
must be up to time in all business transactions. 

In early steamboating on our lakes there was sometimes 
great competition in cutting fares, and most travelers were 
willing to take advantage of it. To illustrate the disposition 
of men I will state what Captain Wilkeson related to me. He 
said that a gentleman once approached him here at Buffalo, 
on the dock, and asked what he would charge him, as cabin 
passenger, to Detroit. The Captain named an amount which 
was considerably less than half the regular fare, and he was 
invited to step aboard and take a drink with the Captain, at 
the bar. A little while after this the Captain met him again, 
and was told the other boat would carry him for nothing. 
" Well, I will carry you for nothing and board you. You will 
go with me, of course, won't you? " " Well, I don't know," was 
the answer, "I think his wine is a little preferable to yours!" 

At another time the steamboat managers had agreed that 
the boats should have up to a certain time to get their passen- 
gers, etc., and that then they would leave the dock. On one 
occasion the time was up, and the captain of a certain boat (it 
was not Captain Wilkeson, for he scorned any subterfuge of 
this kind) was directed to cast off and go. Just then the rain 
was pouring down in torrents. The answer to the order given 
him was, " You should not expect me to go out in such rain." 
The fact was there was a railroad train from the east past due. 
The answer, however, was given more as a joke or a put-off 
than anything serious. They, the captains, were always hon- 
orable in their engagements. 

Some of his friends at home " ran him" pretty hard, at one 
time, about his paying so much attention and giving so much 
care to his steamboat, and neglecting his homestead. They 
said that he kept his boat in good repair, all painted up nice 
and fine, but neglected his premises at home; that his house 
looked dusty and brown, — wanted painting and brushing up. 
So they offered to contribute and furnish the materials if he 



1 8 RECOLLECTIONS OF 

would have this renewing done. He answered them by saying 
he did not believe in this half-way charity giving, — and when 
he did a person a favor he did not stop half way, but carried it 
out fully. " Now," said he, '' if you furnish the paints and 
materials and two good workmen to put it on, I will consent 
that you may have the job." 

There are many yet living who remember the steamboat 
Buffalo running into the Commodore Perry just above Erie, 
and cutting the boat below the water-line. Captain Wilkeson 
lay in his berth in the cabin very ill from a cold, and had not 
been able to be on deck for two or three days. Hearing the tre- 
mendous crash caused by the breaking of the shaft and timbers, 
he arose from his sick bed, went on deck, and gave orders to 
his men what to do. All was bustle and commotion. The 
next moment another cracking and crashing of timbers fol- 
lowed. It was one of the wheels with part of the iron shaft 
leaving the boat and going down to the bottom of the lake. 

The Captain, in relating the incident to me, said it seemed 
to him that when the wheel with part of the shaft was break- 
ing away from the boat the whole boat was going to pieces and 
bound for the bottom. This breaking away and leaving the 
boat, however, saved the craft from going down immediately. 
It allowed her to careen over and bring a large part of her 
broken side above water. The passengers and most of the 
crew were taken on board of the Buffalo. Some few of Cap- 
tain Wilkeson's faithful hands remained on the Perry with 
him. The Buffalo took her in tow and brought her into Erie 
harbor, to the side of the dock, where she soon after sank to 
the bottom. She was raised again, under Captain Wilkeson's 
management, and was repaired and did good service after this. 
It was Captain Wilkeson's persevering energy that saved his 
boat from going to the bottom of Lake Erie beyond recovery. 

The Captain, in speaking of captains of vessels, as to their 
capability of taking care of them in a storm or at any diffi- 
cult time, said, "If he," the captain, "gets frightened, or loses 



CAPT. DAVID WILKESON. 19 

confidence in himself, he is good for nothing, not worth a 
cent. He should never give up in despair. He should never 
say fail, or admit anything of the kind as possible." 

To illustrate still further his energy in business, I will relate 
one more transaction. 

At a time when there were but few side-wheel steamers 
(propellers had not made their appearance), in the latter part of 
one summer, when business on the lake was dull, and the prices 
of grain as well as freights were low, to make out a load for his 
ninety-ton vessel, Captain Wilkeson bought on his own account 
two thousand bushels of first quality of wheat. On arriving 
at Buffalo he could make no sale of it, nor could he get room 
to store it, elevators not having been brought out even as an 
experiment yet. He directed his men at once to work or tow 
his vessel out into the lake and hoist sail for Dunkirk. When 
he arrived there he despatched several of his crew on horses, 
into the country, to call on the farmers in that vicinity and 
let them know there was a chance to buy first quality of seed 
wheat at the dock in Dunkirk at fifty cents per bushel, which 
they were glad to do; and Captain W. soon received cash for 
his wheat and immediately returned to Buffalo, took a load of 
merchandise and was soon on his way back to the head of 
the lake. 

Captain Wilkeson, in his religious belief, was a Universalist. 
With those whom he knew who professed to believe otherwise, 
he would often, at a convenient time, introduce the subject of 
religion, seemingly to draw them out and learn their views 
more fully. In the years when I used to journey with him on 
the Eagle, we had many friendly chats upon this subject. He 
was familiar with the Scriptures, and possessed a very intelli- 
gent mind, and was candid and sincere in all his arguments, — 
never treating the subject in a trifling manner. He was several 
years my senior, and I must admit many years older in 
practical business life, and far excelled me in argument. But, 
finally, I said to him, after repeated conversations on the sub- 



20 RECOLLECTIONS OF 

ject, " Well, you truly believe in your professed way of tiiinking 
and that you are right ? " To this he answered " Yes," at once. 
*' Very well," I continued, "now I can say more than that." 
" How so ?" " I can say I know I am right." " Well, "he quickly 
and earnestly enquired, "but how do you, ox hoiv can you, know!'' 
I said, " I hardly know how I can explain that to you, but I 
have the convincing evidence within me, — ' God's spirit wit- 
nessing with my spirit.' I did not," I added, " obtain this con- 
fidence and trust in our Creator until I had become of mature 
age, and therefore I think the evidence more convincing, and 
derive from it n^ore pointed assurance than if I had given my 
assent to it at a much earlier period of my life." 

Continuing the conversation, I gave him, as well as I could, a 
simple statement of my own feeling of assurance concerning my 
faith and hope, as a matter of experience; resting my confidence 
in the doctrines of the Christian religion as held by those usually 
called Evangelical Christians, on my own internal conviction 
of their truth. Having heard my statement, and reflecting a 
moment he said: "That is something I do not fully under- 
stand; but," he continued, "to those that have that confidence 
and faith, I would be the last one to say anything that would 
shake or weaken it." 

In conclusion, I may suitably adopt a few words from an 
obituary notice of Captain Wilkeson, published in the Toledo 
Mo7-7iing Commercial^ September lo, 1873, two days after his 
death, ten years ago. 

" He was a man of great kindness of heart and geniality of 
disposition, whereby he won his way to the esteem of all ac- 
quaintances; while by his integrity and honorable dealing, he 
commanded the confidence of his fellow-men in an eminent 
degree. His independence of character ever prompted him to 
self-reliance and unremitting effort. After a residence in the 
valley of fifty-eight years, he passed away amid a state of 
things in extraordinary contrast with the scene which pre- 



CAPT' DAVID WILKESON. ' 21 

sented itself to his youthful eyes. Few, indeed, of his earliest 
cotemporaries now remain, and the last of them will soon 
follow him. Be it the care of those who have come or shall 
come after them not to forget the debt due to their early 
enterprise and sacrifices." 



THE 

PIONEER STEAMBOATS 

ON LAKE ERIE. 



INTRODUCTORY. 

This paper was written many years ago, and originated from 
an impression felt at the time that the account of the events 
I should record might be of at least some little interest to the 
future historian. 

I have thought that it would not, however, be unacceptable 
or out of place, in now presenting it, but before taking up the 
special subject in hand, to give a brief description of the gen- 
eral appearance and condition of our town as it was at the 
time when the first steamboat was built to run on Lake Erie. 
What I thus offer is of my own knowledge and recollection, 
written without resorting to historical sources for information. 
Yet, although more than sixty years have passed since the two 
steamboats of which I have written were built, and the doings 
which I record occurred, those early scenes are still vivid in 
memory; and so my story is an account at first hand of mat- 
ters of fact, as they appeared to me at the time of their occur- 
rence, given in a plain and simple form. As one between the 
first settlers of this to.wn and its present occupants, between 
a time which has long been past, and the present, indeed 
between the dead and the living (for my early associates have 
nearly all passed away), I present these recollections. 

In your mind's eye, then, go back with me to the year t8i8, 
and imagine the situation and the appearance of Buffalo and 



2 4 THE PIONEER S TEA MBOA TS 

its neighborhood at that time. Then the blue waters of Nia- 
gara, unobstructed by the works of man, rolled and whirled 
in their hurried, turbulent, and precipitant way; washing in 
their haste the black, rocky shore, below the village, from 
which that locality derived the name of '' Black Rock." 

Bird Island, lying low in the midst of Niagara River, was in 
its primitive, natural state, and alive with flocks of wild fowl, 
from which it took its name. These, never having been mo- 
lested, cared but little for the presence of man as he moored 
his light water craft under the lee of the island, or traversed 
the rock and sand of which the reef was composed. 

The beautiful sand and gravel shore, from the mouth of 
Buffalo Creek down to the black, rocky ledge, was then the 
main traveled road between the two villages of Buffalo and 
Black Rock, which were struggling for growth, and even for 
existence. While, down the river below the huge rocks, the 
beach then extended many miles towards the great falls. 

I well remember how on this beach, thus in its primitive 
state, riding down the river just below the ferry, carrying 
a lantern, in the morning between four and five o'clock, in 
October, 1812, the gallant Cuyler lost his life by a cannon 
ball shot across from Canada by the enemy. This was in 
the first year of the war of 1812. But, when the events to 
which my paper relates took place, we had passed through 
that three years war against a powerful array of well-trained 
English troops and their savage allies. The relics of devasta- 
tion and destruction, consequent upon this terrible conflict, 
carried on as it was, not only at, but within our very doors, 
were to be seen on every hand. The passer-by saw them in 
the ashes and stacks of chimneys of the burned buildings of 
our village and vicinity; and as he passed up and down the 
skirts of our town, on the bank of Niagara river, as far down 
as Conjockety creek, he saAv them in the many hillocks 
over new-made graves that marked the resting place of those 
who fell in the frequent battles that were fought on this 



ON LAKE ERIE. 25 

border during that war. And he saw them in our forests, in 
the shattered and broken trees, which, pierced by cannon 
balls and bombshells that passed over our batteries, struck 
at twenty, thirty or forty feet from the ground; so that thus 
weakened, they would, under the subsequent effect of the 
wind, break and hang down, from the places where the shots 
had passed through them. 

Squaw Island was in its native forest beauty, with Niagara's 
water flowing rapidly by on either side, rolling and whirling as 
if in haste to make the great leap over the grand precipice; and 
the great cataract's heavy booming sound, which, although 
residing nearly twenty miles distant, I have so often heard in 
the still quiet morning for more than three-score years, was 
then, as now it is, in the great orchestra of God's creation, the 
sublime, bass note, which never can be excelled by the puny 
work of man. 

At Black Rock, I may here mention, as at Buffalo, only small 
beginnings had been made by way of occupation and set- 
tlement. 

Porter, Barton & Co. had commenced the forwarding busi- 
ness (which included the portage around the falls) in 1805. 
Their principal place of business was at Black Rock. 

Before the war of 1812, Nathaniel Sill & Co. (I think 
Nathaniel Sill's brother, Joseph Sill, was the "Co.") had a 
warehouse at the same place; and I believe soon after there 
were one or two others. They were all situated nearly oppo- 
site the head of Squaw Island; and near them, and below, was 
a ship-yard, where the " Walk- in- the -water,'' the first Lake 
Erie steamboat, was built. 

Excepting these few buildings, and surrounding clearings 
near the river bank, all the land in the vicinity of Black Rock 
was covered with native forest. A large proportion of the 
timber was white oak, which, as is well known, is the principal 
timber used in ship-building. This timber-land extended over 
the greater part of what is now the city of Buffalo. 



26 THE PIONEER STEAM BO A TS 

To show you still further the wild state in which the lands 
our city covers then were, I may mention some of my 
personal exploits during my early manhood. Having grown 
up from infancy in these native forests, and being naturally 
inclined in such a direction, I very easily drifted into the 
habits of the natives in hunting and killing game, by which I 
became quite a Nimrod during the first years of the settling of 
our town. 

Besides trapping foxes, woodchucks, muskrats, and skunks, 
and snaring partridges, I have shot with my rifle some larger 
game. I remember killing a deer, for instance, where York 
street now is, at a point about thirty rods northeasterly from 
the Normal School building; another about a gun-shot, or say 
thirty rods, southeast of the State Insane Asylum building; 
another at about the spot, on Ferry street, where Fifteenth 
street crosses it; and another east of Main street between 
Utica and Best streets. I also killed several other deer within 
what are now our city limits. 

And even since 1825 I have hunted often, and have killed 
raccoons, and chased foxes and deer in the native forest, 
where now we have these paved streets and great blocks of 
brick buildings. 

At this time much of the travel, as I have before stated, 
between Buffalo and Black Rock, was by the way of the beach. 
Large sand-hills existed at "Sandytown;" that is, at about the 
foot of York street, now Porter avenue ; these had been 
thrown up by the wind and waves, and piled against the edge 
of the forest. In the river abreast of Sandytown, was a good 
place for fishing with a hook. This could be accomplished, 
however, only by wading in up to the knees so as to reach the 
deeper water with the line. The Indians, making their camp- 
fires on the beach, were always here in the fishing season. 

In their treaty with the whites they reserved the right to 
use the floodwood for their fires while fishing, or at other 
times when they might want it. 



ON LAKE ERIE. 27 

The outlet, or channel of Buffalo creek, gave only sufficient 
water for flat-boats. After a heavy blow down the lake there 
was not even that depth. 

The warehouses on Buffalo creek at that time were I think 
only Wilkeson & Bigelow's, Townsend & Coit's, and Pratt & 
Co.'s. The first of these, the first Buffalo creek warehouse 
built, was located at the junction of the Big and Little Buffalo 
creeks, at the foot of what is now Commercial street. 

The road leading west ran from the foot of Main street 
immediately on the bank of Big Buffalo creek to Pratt's ferry. 

Dead creek entered Big Buffalo Creek a little below Pratt's 
ferry, and was crossed by a small wooden bridge. It is now 
the slip that connects the Ohio Basin with the harbor. 

The land from Sandytown to Buffalo creek, west of " The 
Terrace," was, most of it, covered with an alder swamp and 
water, with the exception of some scattering large trees skirt- 
ing the beach of the lake and river. 

The peninsula, between Buffalo creek and the lake, with the 
exception of a few acres of cleared land opposite to Pratt's 
ferry on the Leach farm, was covered entirely with the native 
forest. 

At this time the whole town of Buffalo contained less than 
two thousand inhabitants. The village contained about twelve 
hundred. Most of the villagers resided on Main, Washing- 
ton and Pearl streets. There were some scattered dwellings 
on the Seneca road leading to the Indian village, and a few 
others outside the streets I have named. 

With the exception of Main and Niagara no street extended 
north further than Chippewa; nor south beyond Crow street 
(now Exchange), until some years after 181 8. 

Genesee street, east of Washington, was not opened until 
eight or ten years after this. 

Scattering forest trees, and stumps without number, were 
standing in most of the streets and highways. 

Every family had a garden adjoining its residence. 



28 THE PIONEER STEAMBOATS 

The village and farm lots,from Chippewa street to Cold Spring, 
and all beyond, were mostly covered with native forests. 

What I have stated as to the primitive condition and scen- 
ery of Black Rock and Buffalo, is more fully applicable to 
all the south shore, and ports of Lake Erie at that time. We 
were living almost literally in a wilderness; and so were we 
situated, when the people of this frontier were informed that a 
steamboat was to be built to run on our lakes. 

THE STEAMBOATS. 

The first steamboat which navigated the waters of Lake 
Erie was constructed at the village of Black Rock, near the 
foot of Auburn street, about opposite the head of Squaw 
Island, and was launched on the 28th day of May, 18 r8. She 
was named the Walk-in-the-water^ and was of two hundred 
forty tons burden. The boat was completed, and started on 
her first trip to Detroit, August 25th, the same season. At 
this time there was no harbor at Buffalo. Vessels were com- 
pelled to lie off in the lake, or under Bird Island at anchor, 
while receiving and discharging their cargoes, or while wait- 
ing for a favorable wind to sail up the lake. 

Her engines were not of sufficient power to propel her up 
the rapids into the lake. In order to accomplish this it was 
necessary to apply that long-used, and quite primitive propelling 
power called the "horn (or horned) breeze." I well remember 
how sometimes when I was fishing at Sandytown the boat 
would come paddling along with the assistance of some ten or 
fifteen yoke of oxen, under the command of our industrious 
and enterprising townsman, the late Captain Sheldon Thomp- 
son, with his long ox-whip in hand to urge and guide them. 

That craft was quite a new thing, the invention having only 
lately been brought out, and put into practical and profit- 
able use. 

The first commander was Captain Job Fish. This Captain 
Fish had been an engineer for Fulton, Livingston & Co., on the 



ON LAKE ERIE, 29 

North river, the leading member of that firm being the cele- 
brated Robert Fulton, who was the first man to make steam a 
success in propelling a boat. 

The first pilot of the Walk-iii-the-water , was John Davis, 
who subsequently sailed her as captain part of one season. It 
was not supposed, or presumed, that anyone residing in this 
far-off place called Buffalo, was capable of managing or sail- 
ing that most wonderful craft called a steamboat, and so 
Captains Fish, Davis, Jedediah Rogers, and Sherman, were 
all imported from the great city of New York, as their respect- 
ive services were required, to sail the Walk-in-the-water, and 
subsequently the Superior, of which I shall presently give an 
account. 

These captains were not professional sailors or seamen 
with the exception of Captain Davis, but were all very polite, 
gentlemanly men, unexceptionable in their deportment, and 
disposition to please and make comfortable and pleasant the 
passage of all travelers while guests aboard their boat. But 
there was also imported from the city of New York, for a 
steward, a young man by the name of Newland, a dandy cox- 
comb sort of a fellow, who thought to " astonish us natives " 
by using many of his New York cockney expressions in his 
inquiries among the farmers after vegetables and other sup- 
plies for the table of the boat. This Mr. Newland catered for 
the steamboat only one season, after which one of our own 
residents by the name of Truman Fowler, brother of the late 
Benjamin Fowler, assumed this responsible and important 
station. 

To importing those four captains from the great city of 
New York, there was not so much objection, as they were, 
without exception, honorable and gentlemanly men. But we 
certainly had good and sufficient reason to wish the Steamboat 
Company had brought among us, unsophisticated as we were* 
a better specimen of a man, at least in morals, than the 
cockney of New York city, for a steward. 



30 THE PIONEER STEAMBOATS 

Why he continued in his stewardship only one season I never 
took pains to inquire. But I do know that he tried to ingra- 
tiate himself into the favor, if not the affection, of a fine 
blooming young lady, daughter of one of our neighboring 
farmers. Having seen her at her home, when he had been 
purchasing supplies for the boat, he took the liberty to call 
and spend an evening in her company. In the course of the 
evening her father had reason to enter the room quite sud- 
denly, and^ the result was that he ordered this New York 
dandy steward to leave his house immediately, which he did 
not hesitate to do. His exit was considerably facilitated as he 
left the door-way, by the toe of the farmer's boot, propelled 
by the angry farmer behind it. This farmer lost a customer 
for his produce, but, I think, saved a daughter. 

The Walk-in-the-7ifater was quite a wonderful craft to the 
pioneers of this place, both as to her appearance and speed 
in navigating the lake. The trip to Detroit, a distance of 
three hundred miles, and back again, wind and weather per- 
mitting, would be made in from nine to ten days. This was 
considered very fast traveling in those days. 

The fare of each cabin passenger, from Black Rock to 
Detroit, board included, was first put at twenty dollars, after- 
wards at eighteen, and finally reduced to fifteen; and it was 
reduced in June, 1820, to the following moderate rates: From 
Black Rock to Erie five dollars. Grand River seven, Cleveland 
ten, Sandusky thirteen, and Detroit fifteen. 

One very important appendage to this steamboat was a 
small cannon. It was a four-pounder, mounted on wheels, 
and was carried on the forward deck. This cannon was fired 
once, before she left port, to let it be known that she would 
leave her dock at Black Rock in half an hour. Also, on her 
return trip when the boat arrived within one mile of the 
mouth of the river the cannon was discharged to let all the 
world know, at least all people that were in hearing of the 
report, that the steamboat was coming in. 



ON LAKE ERIE. 31 

This cannon, — whose sound was at this early time of so 
much interest to us, and to many residing on the shores of 
these lakes, — after journeying several seasons up and down, 
got loose during one of our heavy gales, fell overboard and 
was lost. The late Captain Blake told me it was lost as above 
stated, from his steamboat. 

It must be borne in mind that all this time there were no 
harbors on the lake to run into in case of storms, or for land- 
ing passengers or freight. Should heavy winds or gales arise, 
the only chance for safety was, to run under Cunningham's 
Island, Point Abino, or down Niagara river. 

In making its stoppages at the different ports, the boat 
would heave to, or come to anchor off shore, and cannon 
would be fired, when a row-boat (or *' yawl ") would bring 
out the passengers and freight for the steamboat, and take 
ashore persons and articles that were to be landed. If the 
weather was rough the boat would not stop at the way ports, 
but the passengers and freight would be carried by to be 
brought back and landed on the return trip. 

It will be perceived that at this time, 1818, Buffalo was 
considered by many as a suburb to Black Rock, and but sec- 
ondary in importance, in a business point of view, to that 
place. Black Rock was, in fact, the principal center-point, so 
far as speedy travel and most of the shipping business was 
concerned. Porter, Barton & Co., at Black Rock, had from 
the year 1805, been striving to make that the great city, which 
was to exist at the foot of Lake Erie, and the prospect now 
looked very fair that they would succeed. The day of the 
sailing of the boat, from Black Rock, was duly advertised in our 
two weekly papers, of which one was published at Black Rock 
by Smith H. Salisbury, the other in the village of Buffalo by his 
brother Hezekiah A. Salisbury. Of course they were opposed 
to each other in politics, and duly advocated the superior 
advantages of the villages in which their respective papers 
were published. Travelers from a distance, and especially 



32 THE PIONEER STEAMBOA TS 

those from the eastern states, whose enterprise in trade was 
proverbial, — made their calculations to arrive at Black Rock 
in time to take passage on its day of sailing. They brought 
their goods in their own wagons, and left their teams here two 
or three months, while they took their goods " out west " and 
disposed of them. Some hired interpreters and went into the 
Indian country, and exchanged their merchandise for pelts 
and furs, doing a very profitable business; they and their 
goods having been carried through the lakes in sail vessels, 
before the advent of the steamboat. After the first trip to 
Detroit she was employed to carry the United States mail; 
confidence in her success being established. Her speed was 
from eight to nine miles an hour. She made seven trips to 
Detroit the first season, and was laid up for the winter in 
November, 1818, in Conjockety creek. 

One or two anecdotes concerning the first appearance of the 
Walk-in-the-waier at the upper end of the lake, will be here 
in place. It was told me that when the Walk-in-ihe-ivater first 
made her appearance, going up Detroit river, some one of the 
native French, residing there, pointing to the boat, said to his 
associate, " Jean, Jean, just see! what are these Yankees a- 
sending us now but a saw mill?" It is said also, that these 
people were told, by the knowing ones, that the boat was 
drawn by sturgeons, and that some very readily believed the 
statement. 

It was related to me by one of the pilots, that when the boat 
fir^t arrived at Detroit she was a wonder to all, and was visited 
by many who came to see this marvelous craft; and that 
among the visitors were quite a number of Indians. They 
manifested great curiosity and wonder, wanting to see and 
examine everything about the boat. While they were very 
intent and busy in examining the engine and machinery, 
the engineer, Mr. Calhoun, let off steam under its greatest 
power. The Indians started with a spring, leap, and bound, 
off and away from the boat, and ran up the hill, nor did they 



ON LAKE ERIE. ZZ 

lessen their speed until they were out of sight of the white 
man's "big canoe." 

As an interesting relic of those times I give the following 
advertisement for the third trip of the boat, which was pub- 
lished in the Niagara Patriot of September 15, 18 18: 

LAKE ERIE STEAM BOAT 

WALK-IN- THE- WA TER, 

Job Fish, Master, will sail for the remainder of the season on the follow- 
ing days, to wit: 

From Black Rock for Detroit on the 15th and 26th of September, the 
7th, lyih and 27th of October, and the 6th and i6th of November, at 4 
o'clock P. M. Returning she will leave Detroit on the 21st of September, 
the 2d, I2th and 22d of October, and the ist and nth of November at 4 
o'clock P. M. 

The Boat will come to, off Buffalo, to take on board or land passengers 
and baggage. 

Passengers will also be landed or taken on board at Dunkirk, or any 
other place on the lake shore not designated above, when it may be practic- 
able. 

The boat is fitted up in handsome style; has excellent accommodations, 
and every exertion will be made for the comfort and convenience of pas- 
sengers. 

The following are the prices for passengers: 

CABIN. STEERAGE. 

From Black Rock or Buffalo to Dunkirk, $3-Oo $1.50 

Erie, 6.00 2.50 

Grand River, .... 10.00 4.00 

Cleveland 12.00 5. 00 

Sandusky Bay, ... i5-00 5 50 

Detroit 18.00 7. 00 

Waiters half price of cabin passengers. 

A cabin is fitted up expressly for the accommodation of families, who, 
with their baggage, will be carried on very low terms. 
Freight taken at the usual prices. 

Buffalo, September 14, 1 818. 

On the day of the date of this advertisement, that is, the 
day before starting on this third trip, the Walk-in-the-ivater 
gave a pleasure-ride to the ladies and gentlemen of this vicin- 
ity, "to Point Abino and return." This was the first steam- 
boat excursion on Lake Erie, and it will be suitable to record 
here a reminiscence of that then novel event. 

A special advertisement in the two weekly papers— one in 
Black Rock and the other in Buffalo— had named the day and 
hour of startimr from the dock at Black Rock ; and espe- 



\ 



34 THE PIONEER STEAMBOATS 

cially announced that the boat would stop opposite Buffalo to 
take on passengers. And now the day has come, and the hour 
is near for the unique and notable event, and the scene pre- 
sented to the mind's eye is lively and gay. There lies the neat, 
new steamboat at her dock, her colors flying, her deck covered 
with ladies and gentlemen ; steam is up ; smoke is pouring 
forth, and now the signal gun sounds out the notice, " We 
start in half an hour." But here are twelve yoke of oxen 
hitched to one end of a hawser, the other end of which is 
fastened to the boat, and between oxen and boat are two skiffs 
afloat under the hawser to hold it out of the water. And there 
is that practical business man, Capt. Sheldon Thompson, ox- 
whip in hand, ready to apply the "horned-breeze," or "horn- 
breeze," to do by " towing " what wind and steam, together, 
could not do in their own proper ways, viz., to take the boat 
up through the swift rapids into the quieter waters of the 
lake. And now, time is up, lines are cast off, the whip is 
cracked, and the oxen bow their necks under the yoke; the 
boat "hangs" a moment, — will she go? Steam and oxen are 
doing their best, however, and they succeed. The boat be- 
gins slowly to move, and the excursion is commenced. Yet, 
many times the ox-led "steamer" seems to "hang" in her 
course, when, by the crack of the whip, the " horned-breeze " 
is urged up to the rescue. The rocky, bluff shore, the place 
of the " Old Ferry," and of the strongest rapids, is reached, 
and now, with plenty of "haw, gee, buck," and ox- whip "The 
Excursion " gets into quieter waters. Bird Island is passed, 
and the river current soon left behind. The " horn-breeze " 
returns to the shipyard as " Old Boreas " is fabled to return to 
his cave. A little further on the boat " heaves to " and stops, 
as advertised, " opposite Buffalo," off the shallow mouth of the 
creek. Here are several yawl-boats filled with the Buffalo 
installment of excursionists, few, however, at most, for the 
whole town of Buffalo, even up to 1820, had scarcely more 
than two thousand inhabitants. While these board the boat. 



ON LAKE ERIE. 35 

let us imagine ourselves upon her deck, or better, mounted on 
her wheelhouse. Yonder, to the right, across the river, are the 
ruins of "old" Fort Erie, then only four or five years old, 
as ruins. How few remain who lived amid the conflicts of 
those days! There, spreading off in front as we look south- 
westward, is the beautiful lake. Now, toward the left a little, 
is a small point of sandy beach, and I am in doubt whether 
then or not till one or two years later, even the first little 
pioneer lighthouse, kept by Mr. Skates, marked that bit of 
sand, so important a spot to mariners in later days. And still 
farther to the left is the shallow, ever-shifting channel of Buf- 
falo creek, sometimes in heavy gales filled up, so that some 
have declared that they had crossed it from shore to shore 
dry shod, and anon broken through by the current, may-be rods 
away from the old outlet. Then, sweeping the eye around 
eastward, there upon that bluff lies Buffalo ; but what a con- 
trast is it to this our Queen City of the Lakes! There in the 
midst is a little cluster of buildings, from the *' Mansion 
House," "Landon's tavern" in those days, to a little above 
Seneca street; while on either side, north and south, there are 
only scattering houses. On the creek are the two or three 
warehouses, the flat around the "Terrace" bluff is without resi- 
dences, and along "the Main street," northward, only here and 
there a house appears. Down the river, coming round again 
" to the place of beginning," is Bird Island with its feathered in- 
habitants (white sea gulls, the most abundant occupants), and 
on the shore is Sandytown with its sand-hills, one of the ceme- 
teries of our faithful troops, in the war of 1812. Then comes 
the river shore below, its beach the highway between Black 
Rock and Buffalo, and the great "black rock " which divides 
the beach into two (the upper and lower) portions. Next, we 
see "Squaw Island," once traditionally the habitation of a 
single, lonely " squaw," whence its name ; and Strawberry 
Island,— low, nearly treeless, and 'scarcely to be seen; and 
Grand Island, looming up "grand" indeed with its heavy 



3^ THE PIONEER STEAMBOA TS 

forest of timber. The day being pleasant, from miles away, 
in a direct line, there are the clouds of mist plainly to be seen 
rising from that world-wide wonder, the Cataract of Niagara. 

But, long ago, no — the eye and the mind work quickly, — by 
this time the Buffalonians must have gotten ^'' aboai'd,'' 2iX\6. 
the Excursion, in all the charm of its novelty, must be in suc- 
cessful progress. Yes, the bell has rung, the engine has begun 
its tugging labors, and the boat is speeding on its way " to Point 
Abino and return." Who that was present that day, and old 
enough to write out its experiences has ever penned them for 
the coming time? — alas! it is to be feared, not one! 

We must return to our talk of the steamboat's every day, 
work day, life. 

The fuel used in running this first steamboat consisted 
wholly of bass, pine, and hemlock wood, all split fine and 
well seasoned. Hard wood would not answer; as that which 
would make a more lively and intense fire was needed. 
Bituminous coal had not made its appearance on this frontier 
at that time. And if it had been introduced it probably 
would not have been used for propelling purposes on the boat. 
This wood, delivered at the dock, cost from $1.25 to $1.75 
per cord. It was quite an object for our farmers to secure 
the contracts for furnishing the wood for the steamboat. 
Many of them had plenty of fuel-timber for which to find sale, 
as they were clearing off their farms. The inducement, how- 
ever, consisted chiefly in the price received for chopping and 
hauling; the timber itself was not considered of much value. 
Sill & Co., of Black Rock, and Townsend & Coit of Buffalo, 
were agents to purchase the wood for the " Steamboat Com- 
pany." 

The Walk-in-the-water continued to run through the sea- 
sons of 1819-20, and until November, 182 1, when she was 
wrecked. But she never entered Buffalo harbor, for the very 
good reason that there was no such harbor while she was 
afloat; for she was wrecked before the improvements were 



ON LAKE ERIE. 37 

made which opened this port. The boat, it will be recol- 
lected, started on her first trip August 25, 1818, and the adver- 
tisement above given was for the 15th of September following, 
but it held good only for that season. When she started out 
the next spring, 1819, from Black Rock, she was hailed, when 
passing off the mouth of Buffalo creek, from a yawl boat, by 
passengers, who wanted to be taken on board. They were 
answered as she went steadily on, with, " Gentlemen, you must 
distinctly understand the port from which tve sail is Black Rock.'''' 
So the passengers returned to the little village of Buffalo, and 
were obliged to get accommodations on some sailing vessel 
lying at anchor in the bay; or in the old stage-coach make 
their way through the mud; or else to wait until the next sail- 
ing day of the steamboat, ten days afterwards, and then get 
aboard from ^^the dock at Black Rock." 

In the season of 1819, our townsman, Captain Charles L. 
Gager, was employed on board of the Walk-in-the-ivatcr as 
sailor before the mast. Captain Levi Allen, also, who has 
been a resident of this town seventy years and upwards, and 
who is yet living with us, was employed upon the boat for one 
or more seasons as wheelsman, and was aboard when she was 
wrecked. 

She was driven ashore, in a gale, Nov. i, 1821, just above 
the pld light-house, and nearly opposite the foot of Main 
street. Having left her dock at Black Rock, about four 
o'clock p. M., with threatening weather, she had got a few 
miles above Bird Island, when a rising storm forced her 
towards the shore, and she came to anchor. About four 
o'clock in the morning a heavy squall tore her loose, and she 
was helplessly driven to the shore. However, no lives were 
lost, or property, other than the unwieldy boat. She had 
been seen to be in trouble, from the village, and watched till 
midnight, when she had drifted so far up the bay that her 
lights were hidden by the woods. The next known of her 
condition and fate bv those on shore, was the news of the dis- 



SS THE PIONEER STEAMBOATS 

aster brought by Mr. Calhoun, the engineer. After the boat 
struck, he jumped overboard, waded to the shore, came to the 
village, told of the wreck, and, mounting a horse, rode to 
Black Rock to let his wife know that he was safe. The late. 
Gen. Lucius Storrs, who was then, with his father-in-law Capt. 
Benjamin Caryl, keeping the Mansion House, went with 
others by boat across the creek, and over to the stranded 
steamer, and with Capt. Rogers, pilot Wm. T. Miller and the 
crew, landed the passengers by means of a boat guided by a 
rope ("painter," in sailor's phrase) stretched from the steamer 
to the shore. The saved company were taken to the Mansion 
House, where they found welcome shelter, and abundant sym- 
pathy and good cheer. The late Samuel A. Bigelow attended 
to the transportation of the cargo and furniture, and stored 
them in the warehouse of which he was part owner.* 

The Walk-in-the-water was built by capitalists living in 
the city of New York, After she was wrecked it was pro- 
posed to build another steamboat; and a Mr. Brown of New 
York, agent of an eastern company, came on to contract 
for the work. Then arose a strife between the people 
of Buffalo and those of Black Rock, in regard to the 
question where she should be built. The people of Black 
Rock claimed that to be the right place in preference to 
Buffalo, as the latter place had no harbor, there not being 
five feet of water on the bar at the mouth of the creek; 
and they said that if she was built in Buffalo creek she 
would rot down before she would ever float on Lake Erie. 



*NoTE. — The mention here of this warehouse gives an opportunity for modifying para- 
graph second on page twenty-seven, about the warehouses on Buffalo Creek in 1818, since 
the printing of which some questions have arisen, requiring further investigation, and 
comparison of authorities. To avoid these, the paragraph referred to should be cancelled, 
and in its place the author's own original statement be read, as follows: " There were, 
I think, at this time only tzvo or three Warehouses on Bujff'alo Creek.^^ 

Particular mention of names in this connection is liable to awaken discussion, and is no* 
necessary for the purpose of this paper. 

At the time of the -wreck of the Walk-in-the-ivater, at least two other warehouses had 
been added. 

The particulars in the text concerning the final trip of the Walk-in-the-water, are 
are inserted, as received directly frohi the statements of the late Gen. L. Storrs and Samuel 
A. Bigelow, and our venerable townsman, Capt. Levi Allen. A. B. 



ON LAKE ERIE. 39 

The controversy was sharp, and competition was high 
between the contending villagers. As an inducement to the 
Steamboat Company both parties agreed to furnish all the 
limber that would be required to build the new boat, at an 
exceedingly low price. Notwithstanding all the adverse rep- 
resentations and discouraging endeavors of the citizens of 
Black Rock, Buffalo prevailed. So, on condition that the 
new boat should be built here, contracts were entered into by 
Buffalonians to furnish all the timber needed at the low price 
already promised; and they also gave their bonds for a large 
amount to the company, on the condition that the channel of 
Buffalo creek should be deepened by a certain time, so that 
the new boat, when built, could float out into the lake, or they 
should be paid one hundred and fifty dollars for each day it 
was detained. 

The deepening of the channel was accomplished within the 
time required, to the great joy of the inhabitants of Buffalo. 
I have not space within my proposed limits to give an account 
of this great undertaking. How piles were driven by means 
of a ''driver," extemporized from an old mortar, how the 
channel was dredged out by a scraper, made of a log sawed in 
half endwise, armed at the edge thus left with long saw-blades, 
floated into place on a scow and dropped, and dragged out by 
oxen, these and many like things may not now be described. 
But it is due to the spirit of the people of that day, and above 
all, to the memory of their leader in this as in so many of the 
" good works " that have created Buffalo city. Judge Samuel 
Wilkeson, to say that for an example of displays of energy, 
ingenuity, and persevering sacrifice in a good cause, this 
affair may be set down as among the foremost. And so the 
second steamboat, built to navigate these lakes, was con- 
structed on the north bank of Buffalo cre^k at the foot of 
Washington street. She was called the Superior^ and was of 
three hundred and fifty tons burthen. She was built in the 
winter of 182 1-2, and launched on the i6th of April following. 



40 THE PIONEER STEAM BOA TS 

An incident or two concerning the launching will be here in 
place: There was living in our village at the time a rather no- 
table mulatto man, who was called '* Whistling Tom" — what 
his true name was I never knew. He was tall, and of fine figure 
and features ; the last partook more of white than of col- 
ored blood, and he was a character by himself. He was noted 
for his great power in and fondness for whistling. He was 
not only a great whistler, but could imitate the sound and 
notes of instruments of music, such as the bugle, clarinet, etc. 
The steamboat was launched side foremost. Quite a number 
of men were permitted to climb aboard before she slid off her 
ways. Many hundreds assembled to see her launched. When all 
things were ready, word was given, and then commenced the rat- 
tling of the sledges of the ship-carpenters who lay under the boat 
knocking out the blocks that held her from the greasy ways on 
which she was to slide into the water. Pretty soon she started. 
Not a word was spoken; each one seemed to hold his breath, 
when, just at the right moment, "Whistling Tom" gave a 
shrill peal like a bugle note in his most artistic style, which 
seemed to electrify all present. The moment he had finished 
the strain, there went up from the multitude a shout that made 
the welkin ring. Within the next minute there were several 
skiffs manned and with pikes and boat-hooks men went to 
work saving the floating timber that was carried into the water 
by the launched boat. 

In the midst of the confusion of the multitude, there came 
a cry from the launched boat that needed immediate attention. 
It was that a man had got his leg broken. Doctor Congdon, 
who was quite a corpulent man, bustled round for some time, 
not having the agility to climb up on board from a small 
boat and make sure of the job of setting and splinting the 
broken limb. But finally he succeeded in getting aboard, 
and managing the case, which was a rare and tempting one; 
for a broken leg was not a very common occurrence in our 
village. The accident had been caused by the lurch of the 



ON LAKE ERIE. 4 1 

boat when her keel struck the water, whicli threw her over on 
her beams' ends. 

There were some smeared trowsers that day among the boys 
and youngsters, caused by their climbing over the greasy ways of 
the boat. Among those present from the country towns were a 
certain girl, young lady we should say, and her beau. They were 
used to crossing logs and fences, and did not hesitate to 
shorten the distance to a favorable position by crossing those 
slippery ways. But the girl for once failed, and came down 
plump, and was sliding on towards the water, when she was 
gallantly saved from being fully launched into it by the timely 
assistance of her attendent beau. 

It may well be believed that the launching of the Walk-m- 
the-water sixty-six years ago, and of the Superior fifty-nine 
years ago next April, were notable occurrences for young 
Buffalo Village, and even trivial incidents recalled concerning 
them, may have interest on this account. 

After receiving her boiler, which had been brought across 
the peninsula from the wreck of the Walk-i/i-t/ie-water, and 
being finished off ready for sailing, the Superior was floated 
out of Buffalo creek and taken to the dock at Black Rock, 
and there made ready for her first trip. 

Some Buffalonians, yet living in our city, must remember 
the streak of woods cut out from the lake beach where the 
Walk-in-the-waier was wrecked, through which, on rollers, 
the boiler of the wrecked boat was moved across the penin- 
sula to the creek for the purpose of putting it into the new 
boat. 

The Superior left Black Rock for Detroit on her first trip, 
April 23, 1822. She made two or three trips to Detroit, and 
back to Black Rock, without coming into Buffalo harbor. 
Her first entrance into our harbor was on or about the first 
day of June, 1822, the same season, and ever after she made 
Buffalo her stopping place. 



42 THE PIONEER STEAM BOA TS 

From this time forward Buffalo began to assume a superior- 
ity over Black Rock in a commer\:ial and business point of 
view. The deepening of the channel of the creek, so that 
vessels of all kinds could enter our harbor, and the locating 
here -of the terminus of the Erie Canal at about this time (as 
published in the Canal Board Report in 1823), seemed to settle 
the controversy between the two rival villages, and Buffalo 
began to be regarded as a place of some considerable import- 
ance. Very soon, some of the merchants and other business 
men who had been doing business for years at Black Rock, 
expecting that to be the great city, left that place and came to 
Buffalo. And yet, at that time during gales of wind down the 
lake, or in very dark nights, vessels would frequently, as they 
do now, run down the river and come to anchor, not ventur- 
ing to try to enter Buffalo harbor, the channel being so 
narrow. The steamboat would frequently run down also, and 
lie by the dock for safety, and Captain Thompson would 
then have to apply his "horned breeze" to help her up the 
rapids agaih. 

In the fall of 1875, little more than fifty-three years after the 
Superior came out, on a visit to some of my friends in Mans- 
field, Ohio, I met with an aged lady, who related to me an inci- 
dent of her journey from one of the New England states to 
that place. It was in the summer of 1822. . She said she was 
then twenty-two years of age. She, with others, took pas- 
sage at Buffalo on the steamboat Superior and were landed 
at Huron, Ohio. The boat hove to, off shore, and the yawl 
was lowered and manned, to take the passengers ashore. The 
wind was pretty strong, and a high sea was rolling. The 
Captain (Rogers) thought there was some danger in landing, 
and therefore accompanied them to the shore. There being 
no dock they were obliged to land through the surf, which was 
running very high. When the row-boat struck the beach one 
of the sailors got out into the water, this young lady mounted 
on his back, her arms around his neck, and he then carried her 



ON- LAKE ERIE. 43 

" high and dry " through the surf to the shore. In the same 
way all the passengers were safely landed. 

This good old lady, when she related this to me, was a 
widow, seventy-five years of age. In reviewing those early 
scenes of her girlhood she said she wished that she could 
know if that sailor were still living, adding that she would like 
to knit a nice, warm comforter and send him. 

CONCLUSION. 

But it is time to conclude these reminiscences. I planned 
to write only concerning the two pioneer steamboats which 
have been already described. I shall not go into a general 
history of our steamboats, or steamboating on our lakes. That 
should be written by some of our practical sailors, who have 
spent the most of their lives on our inland lakes and rivers. 
But I will say, there have been many improvements made to 
increase their speed, and also very many for the convenience 
and comfort of travelers. The earlier boats were all built with 
their cabins below deck. They did not have what is now 
called the upper-deck cabin. It was thought to be doubtful 
whether such cabins would stand the storms and gales of our 
lakes, and it was not until about twenty years after the first 
steamboat was built, that what is called the upper-deck cabin 
was ventured upon. Captain Walker tried the experiment, 
and put' the first "upper cabin" upon the steamboat Great 
Western in 1838. The size of the steamboats continued to 
increase, as well as the luxurious furnishing of them, until they 
became literally " floating palaces." And later, those old-fash- 
ioned side-wheel steamboats have been almost entirely super- 
seded by the craft usually termed the propeller. Indeed, 
such is the " march of improvement," that steamboats, — side- 
wheel and propeller, lower cabin and upper cabin, — with sail 
vessels of all kindsj yes, canal boats and all waterway craft, 
though very far from being "things of the past," have come 
to occupy only the place of helpers to the great system 



44 THE PIONEER STEAMBOATS ON LALE ERIE. 

of land-carriage, that the Railroad has introduced. So that all 
reminiscences concerning water transportation, whether of 
persons engaged in it, or methods of accomplishing it, may be 
already reckoned as relating to what has "had its day," ex- 
cept as something subordinate and supplementary. 

To contribute, in some degree, towards furnishing material 
for a complete history of that once leading, and even yet 
great though minor, element in our progress, our Lake Com- 
merce, this paper has been written, and is now presented to 
the reader. 



LIBRftRY OF CONGRESS 



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